Railway controlling apparatus.



f UNITED sTATEs PATENT oEEIoE.

FRANK T. KNIGHT, oF COLUMBUS, GEORGIA.

RAILWAY CONTROLLING APPARATUS.

To all whom t may concern.'

Be it known that I, FRANK T. KNIGHT, a citizen of the United States, residing at Columbus, in the county of Muscogee and State of Georgia, have invented new and useful 4Improvements in Railway Controlling Apparatus, of which the following is a specification.

This invention relates to improvements in railway controlling apparatus and has particular application 'to electrically controlled train stopping and speed regulating apparatus, the present invention vbeing in the nature of an improvement over the apthe motor car will be cut down in the event paratus Vdisclosedsrin my Patent Number 1,145,320, issuel'dilyl 6, 1915.

In carrying outftherjprresent invention, it

yis my purpose to provide electrically con trolled railway controlling apparatus whereby, under certain conditions, thelpropellmg power of the car will be cut off l,and the brakes applied to bring'the traintQ a stand;

still in the event of the' saine entering the danger zone and whereby, under certain otherA conditions, the4 propelling power `of of the car traveling under power.l

It is also my purpose to provide. train stopping apparatus of the class described wherein the power controlling mechanism will-act independently of the stopping mech anism. y

A further object `of my invention is to provide electrically `controlled railway controlling apparatus which will operate ef- `fectively and efficiently under all weather' conditions, which may be installed and maintained at a minimum expense and wherein the speed controlling mechanism will be under the direct influence ofthey propolling fluid of `the motor Carso that such.

mechanism will remain inactive when the motive luid is cut off or cut down to the proper volume. Y

Withthe above and other objects in-view, the invention consists inthe construction, combination and arrangement of parts hereinafter set forth in and falling within the,

scope of the claim. l

`In the accompanying drawings:

Figurel is a diagrammatic plan view of` railway control] ing apparatus constructed 5 in accordance with the present invention.

F"g1`2 is a fragmentary cross sectional view through the trackway showing .the

` the north pole.

Application alec June 1o, 1914. serial No. 844,264.

Specification of Letters Patent. Patented NOV. 20, 1917.

relative positions ofthe track instruments s yand the car carried device under the infiuence thereof'.

Fig. 3 is atop plan view of the same. Fig. ll: is a fragmentary sectional view through the ltrackway showing the track instrument .employed at grade crossings and similar places for cutting down the speed of the train or car. y

Fig. 5 isa fragmentary side elevation of the locomotive showing the controlling valve of the stopping mechanism and the speed reducing mechanism.

Fig. 6 is a horizontal sectional view. through the casingof the speed reducing. mechanism, the latter being shown in top.

plan. V

Referring now to the drawings in detail,

A designates-a trackway which, in the .present instance, is divided into sections or blocks. Located to one side of the trackway at the entranceI to each block is a semaphore 1 of any suitable construction and operated in any desired manner.

Also located upon the side of the trackway with the semaphores 1 and disposed adjacent to the entrance of each block is a track instrument 2, In the present instance,` 'each track instrument comprises a base plate 3 bolted or otherwise secured to the upper `surfaces of the ties in proximity to the ad jacent semaphore l, a vertical supporting` platet having the lower end thereof secured to the base plate 3 and electromagnets 5 and 6 fastened to one face of the supporting plate 4'and projecting toward the adjacent line of rails of the trackway. These electro` magnets 5 and 6 are spaced apart in parallelism and each has the substantially rectangular pole face having the longitudinal dimension Vthereof disposed vin a vertical plane. The-magnets and 6 are so wrapped or wound that the pole'faces thereof are unlike, the pole of the magnet 5 being the south pole, while that of the magnet 6 1s In this embodiment of my invention, the windings -of the magnets 5 and 6, are connected in an electric circuit 7 including a suitable source ofv electrical' energy as a storage battery 8 and a` circuit closer 9. This circuit closer-is under the control of the signal blade of the adjacent semaphore and when the signal blade Yis in clear position the circuit closer holds the circuit 7 open and the magnets 5 and 6 dey manipulated to control the flow ofv steam energized, while when the signal blade moves to danger position the circuit closer is' vactuated to closed position and the magnets energized. The supporting plate 4 of each track instrument is preferably reinforced by means of a bracebar having the upper `end thereof fastened to the rear lface ofthe plate and the lower end secured 'to the supporting plate as clearly illustrated in Fig. 2 of the drawings.

In the 'present instance, I have shown the `car `carried mechanism as installed in a steam driven locomotive and in .this connection I wish it to be understoodthat thisv mechanism, in its useful application, is not limited to usein conjunction with steam driven'locomotives, as the same may be installed inelectrically operated motor cars.

11 designatesl the throttle valve lever by means of which the throttle valve may 4be from the steam space of the boiler to the drive cylinder 12 of the locomotive. Disposed in proximity to the throttle valve leverll is-a motor 13 comprising a cylinder 14 and a piston 15 mounted withinthe cylinder and capable ofgsliding movement therein. Connected with the piston 15 and projecting outwardly of one end of the cylinder is a piston rod 16 and to the outer end `of-,the piston rod is faste-ned one ex-v tremity'of a chain 17 or other flexible element. The opposite extremity of the chain `17 is connected to one limb of a bell crank lever 18 pivoted upon 'the throttle valve lever 11 and havingthe opposite limb thereof 'pivoted to .the actuating rod of the latching dog of the throttle lever. B designates the brakepipe'or train lineair pipe of the air 'brake system of the train and leading from such pi e is a branch pipe 19 connected with one en of the cylinder 111 of the motor'13 and adapted Ato establish communication bey tween such cylinder and the brake pipe. Lo-

cated in the branch pipe 19 Vand controlling communication between the cylinder of the motor 13 and the brake pipe is a Vvalve 20 secured to one side of the. locomotive frame immediately behind the pilot and having the stem thereof disposed in aA vertical plane. Connected with the upper end of the stem of the valve 2O and projecting outwardly therefrom is a lever 21 normally extending [at right angles to the path of travel of the motor car. Y In this position of the ha-ndle, the valve 20 is closed and 'Comunication between the brake pipe and; the motor 13 cut oil. so' that the throttle 'valve isunder the complete 'controlvof the engineer'.V Formed in the .outer end ofthe lever 21 is a vertical `bore'22 fand passed through such' bore is a vertical pin 23 having v'the lower end there- 0f. screw threaded to receive a nut 24 and the `upper end formed with an angular head 25'.

Secured .to certain of the sides of 'the head 25 and projecting outwardly therefrom are electromagnets 26. 27 having the poles thereof elongated and disposed in an are.

These magnets 26 and 27 are-wound in such'A manner that the poles thereof are unlike,

the pole face of. the magnet 26 presentingA aA north pole, While that of the magnet 27 pre# the circuit wires and the battery by the train crew is eliminated. If desired, the wires of the circuit may bev inclosed in conduits. Normally, the portion of the head 25 between the electromagnet projects toward the front of the motor car so that as the carpasses a trackinstrument the magnet 26 is adjacent to the pole faces o"f the magnets 5 and G. f A .In practice, when the signal blade goes to danger position, the circuit 7 of the magnets 5 and 6 of the adjacent trackinstrument'is closed thereby energizing such magnetsso that thevlatter set'up a magnetic field or flux. Should a train attempt to-pass the danger signal the poles ofthe magnets 5 and 26 of the track instruments and car carried mechanism respectively will be brought into engagement with each other, incident to such poles being unlike and in the lswinging movement of the head 25under the action of the magnets 5 and 26, the

poles of the magnets-6 andl 27 attract each, other and coact with the magnets 5 and 26 to `the air flows from the train line air pipe'iB into the cylinder. 14 of the motor 13. As the air enters the cylinder of such motor the piston 15 is actuatedand exerts a pull upon sents a south pole and the windings of these' the chain` 17. In the initial movement. of

the piston the bell crank lever 18 is swung to release the latching dog of the throttle lever 'from engagement with the-teeth of the quadrant and in the further movement of .the piston within the cylinder of the motor 532 of any suitable construction 'connected through the medium oiE a link 33 with the lever oi theV Valve 20. By means of this construction, it will be seen that immediately succeeding the opening of the valve under the action of the lever 2l the pole changer B2- 'will he actuated to reverse the connections hetweenthe battery Q9 and the magnets 26 and 27 thereby reversing the polar latter so that vthe saine. will the magnets 5 an Thus, the magret 1) the inth'lemai of magi tively of the tricli ii cally? thereby preventing s g.

:it this pointiy attention. called. to the fact that 4he magnet 2G coince into the ini'liuince o'l the magnet 5 .ini iafily as the train passes the track magnets and these coacting magnets and 2G act tosiving the head initially and iii this swinging of the head the magnets (i and Q7 are brought Within the in.

fluonce of each other to coperate With the magnets 5 and 2G to complete' the swinging of the head and. hold the head stationary so that the lever 21 may he swung as the train passes the track magnets, Thisoperation ivill be better understood by referring to Fig. 3 of the drawings wherein the arrow indicates the direction of travel of the train i and the letters N and S the polar-ities of the magnets.

In some instances, particularly at grade crossings and. analogous places, it is revquired by the rules'and regulations ofthe railroad that the propelling power of the motor car shall he cut down so that the speed of thc cai' or train 'will he decreased as such train passes over the crossing or like point and in order to automatically cut down the flow of steam from the boiler to the engine cylinders, in the event of the engineer neglecting to properly manipulate the throttle valve .when the car is passing the crossing,J I employ a speed reducing mechanism which is electrically controlled and under the d1- rect influence of the propelling Huid of the thecasing 52 is preferably hinged so that.

the same may be thrown to active position xnhen it is desired to obtain vaccess to the interior of the casing and formed in such nini/able Wall" is a slot 54. Suitably securedl of i; a.; casi to the slot 54 is a guide 55 dovetail'ed in cross section and, 4slidahlv mounted Within the y u. gulf is s die o6. .Fast to. thcsaddle 56 is a. i al c r-'ninccted' by means ot a Heitihle hose with a source of fluid supply such., for instance, as the main air reservoir of the air hralte system. Leiding out oi'thc casing oit the valve 57 is a lexihlep'ipe 59 leading into one end of a cylinder 60 ott a fluid motor. Slidahly mounted within'the lcylinder 60 is a piston (Si and connected to the piston a piston rod 62 projecting outwardly oi" one end. Wall' of the cylinder, Connected with the outer end of the pistou.

rodGQ is one end ota chain Gliha'ving the other extremity tliereoi2 connected with one limi) ot' a hell crank lever 64s pivoted upri the throttle valve 11 and having the opL site liinh connected with the actuating;A rofl of the latching dog of the throiL lever. 'lt will he noted that the cjvliiio. is one hall the length of the cylinder ci the motor 1.3 so that the piston in the cylinN der F50, When actuated, Will move thc throttle vala'e lever to a.4 position to half close the throtthfi valve and -so out down the volume of itluid passing'to the drive cylinder of the locomotive. Secured to the bottoni Wall ot the casing." in parallelism with the vguide Way 55 is a .steam cylinder GB having one end connected hr way ot' a pipe (ill with 't steam chest f5 ot the drive cylinder l the locomotive and slidahly mounted u' i the cylinder G3 a piston having the piston rod GG projecting outwardly of the end ci the cylinder opposite: to that connected with the steam chest. llpstz-inding from, the lower An'all ot' the casing 52 at a point'approxi# mately centrally .of the space between the cylinder (i3 and the guide 55 is a support 67 upon which-'is mounted for srs-'inging movement a cross arm 68 having one; end connected through the medium of a. pin and slot connection (39 with the outer extremity of the rod GG andthe opposite end. connected through the medium of a pin andslot con neciou 'lll ii; ,n .i pin niuising from the saddle 5t?. lli' means'of this constriietiiou',`` it will he seen that ivhen the throttle'valve is 'Wide open the steam ente-ring the steam-'chest S from the bottom ot the'boiler Will'slide the piston ivithin the cylinder 63 and so .move the piston rod 6G outwardly ,of the f the slot 54, When-the Valve is actuated hy the piston 65 and the cross arm 68, and formed in theouter end of thc'handle 71 is a vertical bore 72 Within which is pivoted a pin '.73 having 'thevilo'wer end thereof threaded to ica with a triangular shaped head 75. ,Fastened to. the opposite Sidca of t" jecting outwardly ther. .trom are if 'w' similar to the magnets ence to thc stopping meel magnets 76,7'7 are connecte-c. circuit 7 8 including a suitable som-ce et cien trcal energy as the battery 2S and a pole changer 79. The pole faces of the magnete- 76 and 77 are elongated. and, arc and the magnete t no "a n that the poles thereof are unlike. iff'orf; l the ajiex of the head 75 extends longnndnniily of 'the trackway.

At the crossing or similar weint. i emph" a track instrument 80 identi. il in ce c v Bil.

i 'with the-height of the lenient- :2 and the magnets o Si? are connecten eiectr of' cergy as a. battery A njiagnets of the track instrumen.. posed ina Aplain?. below the. piare no 'of the magnets 5 and 6 and coincident "with the planeof theinagnets T6 and 77. Should. a train or car pass the track instrinnent if? 'with the throttle vaive Wide open, the pole faces of the-.inagnets '76 and 7'( on the outer end of the. handle 7l of the valve 57 will he drawn into. engagement with the pole .facets of the magnete ot' the track inetrnnient 8() andy succeeding such engagement the inegi nets 76 and 77 are held as the train continiieafi in its path of travel and in the continued nnweinent of the train a piiil. is exerted. upon 'the handle "T1 thereby opening the 'valve 57 to establish communication between the cylinder 60 and the source of iinid supply' oy of the pipe 58, the valve casing and the pipe 59, whereby the piston Within the cylnderl 60 will be actuated to cut down the '63" Will ne out oit so that the "flow of steam to the engine cylinder. The

pole changer 79 is connected through suitM able-mechanism with the handle 7l of the valve and during the opening of the valve the pole changer is actuated to reverse the 'connection between the battery and the Inagnets 76 and T7, thus changing the polarity of the'latter solthat the same will be released by the magnets of the trac-i; instrn- Qn the other hand.I shonid tl cut oit' the fiow' of steaml to th. ders of the engine, when applica( crossing, the How of steam to the of' the guide will be restored to normal posi-- tion and in. order tro-restore the saine to norniai position automatically. and hold the same in. suoli position when the throttle i alte is half open or lese than half open, employ, .in the present instance, a. coiled contractile spring 83 having one end fastened to 'the rear .end of the saddle and the oppo- .lte end secured .to the adjacent side Wall ofA the casing.

.lirrm the foregoing description taken in con ion with the aocoinpanving drawM "i the constrnctimi and inode of operation ci my invention will be .readily apparent. Vi. i e seen that l .have provided an anteniet-ic train. controllingr system whereby the train will he brought to on immediate '4 the. eri-cnt of the san'ie entering' the rile the tion* ot' steam. to the t 'the ill he cnt wide or .we herein. soon-'n and described rred 'torni of 'my invention y Way ation.. -Wish it to be understood do not .nit or continernyself to the details" of construction herein deit. and delineated, as niodificationnnd variation may be made Within the scope of the claim without departing from the spirit .ot the invention.

e. tire branch pine l5 between the lira cock pro if may ided with a lool; Swhereby the ioeliedin open position so as to prevent .sing thereof by the train crew. Similarly, a cntoi cock S6 is located in the pine 64. between the cylinder 63 and the chest S and such cock. 86 is equipped 7* 'f T 4ri'lnereby the cut oft cock may U 85 in open position. i. En:

In apparatus as described a. valve, magnetic. poles operatively connected with the valve, and connected Wit-h .a source of elecpipe li and the Valve 20' a cnt o-if tric current a pole changer located in the last mentioned connection and, operatively connected With the Valve and other magnetic poles adapted to be contacted by the first' mentioned poles, the last mentioned poles being connected in an open circiiit, with asonrce of electric current and means for closing the last mentioned circuit.

In testimony whereof l. alx my signature in presence of two witnesses. FRANK T. KNIGHT. Witnesses Y 

